could also act as substitut e for Hon and 3-ton semi­
tracked tractors.
4-Hon Maultier vehicle. Substitute for S-ton semi­
tracked tractor, which was no longer being produced.
It was used for towing the 8.Scm Pak 43.
t-Ion semi-tracked trac tor . For towing 3.7cm Pak 36 and
Scm Pak 38, and as an SP mounting :or the 2cm Flak 30.
3-lon semi -Iracked tra ctor. For towing 7.Scm Pak 40 and
Pak 41. 1Scm s.I.G.33 or 10.Scm le.F.H.1S.
B-ton semi -I racked traclo r. For towing 8.Scm Flak, 10cm
K.1S, 1Scm s. F.H.18 and as an SP mounting for 3.7cm
Flak and 2c m Flakvierl ing Also used as brid ging
vehicle.
12-ton semi-tracked traclor. For towing 10.Scm Flak.
17cm K in Mrs. La!. and 21cm M6rser 18 (both in two
loads) . 1Scm K.18 and 16. Could be used as
a tank-t o',ving vehicle.
18-ton semi-trac.ked traclor. For towing 3S.Scm Morser
(7 separ ate loads) and 24cm K3 (S separate l oads),
carrying mobile crane (6-ton or 10-ton ) or as tank­
towing vehi cle.
The Germans also made a considerable attempt to
obtain production of complete half-tracked vehicles,
parts for assembly into new half-tracks and spare parts
for these veh icles by a number of firms dispersed
throughout France. The maj or firms invo lved were
Peugeot . Renault , Lorraine. Panhard and Simca.
Extensi ve use was made by the Luftwaffe and the
Wehrmacht of captured French semi-tr acked vehicles
(produced by SOMUA. Uni c, Panhard and Citroen), but
these are not dealt wit h in thi s volume.
t.
6
The First Cieneration
of Half-Tracked Vehicles
(Zugkraftwagen)
- _ c': : - semi·
: -'; '" semi'
-; : "Jduced.
-:-
Fl ak 30.
- ::: - = .co and
=:: - = 10cm
-; ' : r 3.7cm
::>ri dging
- - : : :- n Flak,
: : : - in two
: : C' Jsed as
orser
oads) ,
: . ?s tank·
.:.: . ehicles,
_- : parts
: spersed
. • ,, _ were
__- and the
'/ ehicles
=- : : : -) 8n ) . but
Much use was made in the German Army of 'Zugkraft­
wagen' (Zg.Kw), or towing tractors, with one or more
steered wheels at the front and a tracked suspension
system at the rear. These were classified not by load·
carrying capacity but by trailer load and would be
referred to either by this means or by their special
vehicle number (Sd.Kfz.Nr.) . As distinct from the
Maultier (mule) vehicles, which were purely load­
carriers, these were solely for towing. The adoption of
this type of vehicle followed experience gained during
Wo rld War One with Daimler-Benz 'Marienwagens' and
·Kraft-Protze'.
The design of German half·tracked (strictly speaking
three-quarters-tracked) vehicles commenced during
1926 to fulfil a requirement for motorising the artillery
arm. Pursuance of this form of vehicle has been
attributed to the personal endeavours of Ernst
Kniepkamp (head of the Heereswaffenamt, who was also
attributed with the successful adoption of overlapping
wheel arrangements). During 1928, Krauss·Maffei AG
tested a prototype MS 4·wheeled tractor with tracks in
place ' of the rear wheels. This was a dual purpose
vehicle in that the tracks could be removed for road
driving. The adoption of the semi-tracked configuration
resulted from a series of extensive trials. Richard
Student wrote': Development of the half·tracked
tractor in Germany evolved from studies with the con·
ventional full·tracked type. Following tri als with rubber·
band tracks, German engineers came to the conclusion
that only a steel-type track could meet the demands
for durability and long life and lend itself adequately
to the replacement of damaged parts. After extensive
proving and research, a tracked running gear was
evolved which answered all the demands. Its basic
characteristics were: (a) Lubricated bearings in the
track links; ( b) Rubber pads to dampen noise; (c)
Large wheels with rubber tyres, and a front·located
l. " Das Halbkettenfal1rzeug als militiirlsches Zugmitt el " , by von
Dl pl . Ing. Richard Sludenl. VOl, Wehrtechn ische Mona/shelle. No.
B, August 1939.
sprocket. This track system permitted high speeds
with relatively low power. The degree of sensitivity in
the steering system required for road travel could not,
however, be obtained by track braking. In order to
compensate for this, the vehicles were provided with
additional front wheels which were used only for steer·
ing through slight angles (and thereby at high speeds) :
and for greater steering angles, operation of the steering
wheel brought into play the steering brakes of the
track system. It is considered that the use of lubricated
steel tracks enabled the prolonged towing of heavy
loads
During 1932, a standardised family of semi-tracked
vehicles was scheduled for production under the control
of Wa.Pruf.6 (Heereswaffenamt Branch 6), embracing a
wide range of towing capacities. At first the army re­
quested three basic classes-light, medium and heavy;
but these deSignations were later modified and vehicles
were classified according to their trailer capacity. The
light class became the 5-ton, the medium the 8-ton, and
the heavy the 12·ton class; during 1934 a parent firm
was selected to conduct the design and devel opment
work for each weight class. At this time, two further
vehicles were ordered-the 3-ton class and the Hon
class; and during 1936 the last class (18-ton) was
ordered. Other firms were requested to assist in produc­
tion whenever necessary.
In order to maintain interchangeability of parts, the
authorities refrained from introducing new models. It is
interesting to note that the models with which the
Wehrmacht and the Luftwaffe were equipped prior to
World War Two appeared in service in the following
order:
B-ton Sd.Ktz.7. Medium semi-tracked tractor (m.Zg.Kw.)
8-ton, developed by KraUSS-Maffei AG , Munchen.
5-lon Sd.Ktz.6. Medium semi-tracked tractor (m.Zg.Kw.)
5-ton , developed by Bussing NAG, Berlin Oberschbn­
weide.
12-lon Sd.Ktz.B. Heavy semi-tracked tractor (s.Zg .Kw.)
12-ton, developed by Daimler-Benz AG, Berl in Marien­
felde.
7
3-ton Sd.Ktz.11. Light semi-tracked tractor (le.Zg.Kw.)
3-ton, developed by Borgward (formerly Hansa-L1oyd­
Goliath AG), Bremen.
Hon Sd.Ktz.10. Light semi-tracked tractor (le.Zg.Kw.)
Hon, developed by Demag, Wetter/Ruhr.
18-ton Sd.Ktz.9. Heavy semi -tracked tractor (s.zg.Kw.)
18-ton, deve:oped by Famo, Breslau.
Each firm was responsible for the development and
production of pilot vehicles for its particular class .
Subsequently, as already mentioned, other concerns
were obliged to build its model (s).
A certain level of standardisation was achieved in that
all models were powered by Maybach engines (either
6- or 12-cylinder, water-cooled) .
The first one or two capital letters of a semi-track
designation signified the firm originally making the
vehicle, as follows:
D-Demag; BN-Bussing . NAG;
HL-Hansa-Lloyd (later Borgward); DB-Daimler-Benz;
H-Hanomag; F-Famo.
KM-Krauss-Maffei;
Since the types developed by these manufacturers
were made later by a number of other firms, however,
the mark type is not a reliable guide to the original
manufacturer-whose name could nevertheless be
found on the vehicle name-plate.
The very early models were noted for their extremely
short track sections (half-tracks) , but later models had
the track section lengthened to improve cross-country
performance (three-quarter-tracks). The earlier models
also had leaf-spring suspension; but some of the later
versions adopted torsion bars carrying cranked carrier
arms. All models in the 1- and 3-ton classes had this
type of suspension.
The semi-tracks were designed so that the sides of
the body were sufficiently high to obscure seated
personnel to shoulder height. With all inspection hatches
of the hull closed, the main body of the vehicle was
practically watertight when traversing deep water.
Development of this first generation of semi-tracks
reached a satisfactory conclusion by 1939, the models
then in production being continued throughout the war
with only minor modification (with the exception of the
5-ton model, which was eventually superseded by the
S.wS). Some of these vehicles were supplemented by
Maultier (mule) vehicles (see page 79).
Automotive characteristics of the early semi·
tracked vehicles
Chassis. The chassis frame was of welded construction
and consisted of two side-members braced by cross­
members at the front-forming the mounting bracket for
the front mudguards-under, and supporting, the engine
at the extreme rear. Tubular members, enclosing the
torsion-bar suspension of the bogie and idler wheels,
also crossed the side-members and assisted load
distribution. Petrol tanks, compressed-air cylinders for
the braking system and, in the case of the larger
vehicles, a winch were held within the chassis frame.
Frame-type chassis were used in the heavier models,
hUll -type construction in the lighter ones.
Power Unit. Maybach water-cooled petrol engines were
used, ranging from a straight six of about 4,000cc (in
the Zg.Kw,8t) to a V12 of over 10,000cc. Equipment
fitted included Bosch electric and inertia starters,
magnetos and air-compressors, Pallas petrol pumps and
Solex twin down-draught carburettors. The engine com­
partment layout followed normal wheeled vehicle
practice.
Transmission. Transmission 'JI!as through a twin-plate
mUltiple-sprung dry clutch mounted on the engine fly­
wheel, and either a Variorex semi-automatic (pre­
selector) gearbox, having seven forward speeds or, in
some cases (e.g. the Zg.Kw.3t), an ordinary type of
gearbox having four forward speeds and one reverse
speed. In the Variorex gearbox an auxiliary lever had
two steps, forward and reverse, and in a later pOSition,
three low gears could be engaged for reversing. With
the ordinary gearbox, an auxiliary box provided high
and low ratios for road and cross-country running.
Differential. The differential was of the Cletrac con­
trolled type incorporating two internal-expanding brakes,
one for each track. The driving sprockets for the tracks
were at the front.
Sprockets. From the steering brakes the drive passed
through two couplings to the final reduction gears, and
thence to the sprockets. These were fully floating, and
each consisted of two narrow solid rubber-tyred wheels
to which were fitted steel rollers serving as normal
teeth (twelve roller teeth on the Zg.Kw.1t and fourteen
on the heavier models.) An internal expanding brake,
foot-operated and compressed-air assisted, was mounted
inside each sprocket. Some of the later models had
modified tank-type sprockets, the tracks also being
modified.
Steering. Rotation of the steering wheel from 0° to 15°
either side of straight did not bring track steering
into operation. Rotation beyond 15° initiated the
operation of steering brakes on the appropriate track.
These brakes were brought into play by a drop-arm on
the steering box, connected to a rod moving two levers
connected to a cross-tube. From these two levers cables
operated the steering brakes. An indicator, fitted to the
steering column, showed the direction in which the
front wheels were pointing.
Suspension. The front wheels, fitted with tyres of
pneumatic or 'run-flat' type, were mounted on a tubular
axle and sprung by a single transverse semi-elliptic
spring mounted at the centre in a swinging cradle. Two
shock-absorbers (Luvac type) were fitted, and the up­
ward movement of the axle on either side was limited
by rubber stops fitted on the chassis. The front axle
was retained by radius rods anchoring it to the main
chassis cross-brace. Exceptions were the early 1-ton
series-models D11 1, D11 2 and D11 3-which had
centre-wheel pivoting axles and various arrangements
of the torsion-bar springing.
Track Assembly. Each side consisted of a driving
sprocket, a number of equal-size double-rimmed bogie
wheels and an idler wheel, all mounted in a train. Of
the bogie wheels, the odd' numbers (counting from the
front) had their rims set close together and the even
numbers had their rims set wide apart. This allowed the
narrower wheels to run between the wider rims, the
8
Occ (in
_ ui pment
- _ 5 arters,
::=-: :: :nps and
- - 0 =-; ioe com­
- 0: vehicle
_ :;- ro'i n-plate
=- ;J i ne fly­
( pre­
- =- ,,-s- :)osition,
-= 0-; g. With
:: --: . : ed high
- --- -g.
-= : 9: -2C con­
-= ::=:-- : - ; Drakes,
- "" -:- : -2 i racks
- s : -, e passed
- : - ; ,-,"ar 5. and
- : :: : '1g. and
-s: wheels
-;; ". 0 normal
- - :: -: ' ourteen
:=: -;; brake,
::3 mounted
had
_ _ being
- ) ' to 15'
- " : . steering
- . - : 2:8d the
- _ - 2:e track.
.: s : -,:: -arm on
- :: - ;; :'/-, 0 levers
::- =.Sf 5 cables
to the
- .. ili ch the
:: lyres of
_ : - a tubular

:- -adl e. Two
-=.- s- j the up­
- _ _ 2 5 limited
-- :; ' - nt axle
:; ::: l' e main
'" --= % -Iy 1-\on
: - o- t,ni ch had
:: --:: gements
- : ' .s driving
- =---- -sd bogie
-:: - :rain. Of
---- - ; ' am the
: e even
::: ' ed the
-· '11 s. the
','I heels being set rim-to-axle. The idler wheel was
adjustable, so providing the means of controlling the
tension of the tracks. The sprocket had a fixed mount­
i ng.
Two types of suspension system were employed. In
the earlier models, the bogie wheels were mounted in
threes-two adjacent wheels on a forked axle and the
third on a straight stub-axle. Both axles were then
sprung by a semi-elliptic spring. This type of suspension
was later superseded by one in which each bogie
wheel was mounted on a trail ing crank-arm and sprung
by a torsion-bar anchored in the opposite side of the
chassis. The torsion-bars of the corresponding wheels
of each track were mounted one above the other or
side by side in a tubular chassis member. The upward
movement of the crank-arms was limited by stops
mounted on the chassis side-members. The idler wheel-s
were fitted with Luvac type shock-absorbers.
Tracks. These were made up of hinged metal track
plates, each of which had a rubber insert retained by
four studs-so that the inserts were easily removable.
Each plate had a small tongue inside, which passed
between the rims of the bogie wheels. Small grip chains
were provided for fitting to every third insert when
traversing particularly difficult terrain. A very character­
istic type of track was used, having detachable rubber
pads and sealed lubricated needle-roller bearings for
the track pins-the latter feature ensuring low rolling
resistance, long track life and constant pitch.
Brakes. The foot-brake pedal was connected to an
internal expanding brake mounted inside each sprocket;
and the hand brake was connected to the steering
brakes, applying both simultaneously. All brakes were
assisted by compressed-air, supplied from cylinders
mounted on the chassis frame, and a Bosch compressor
driven by the engine. Brakes were not normally fitted
to the front wheels. In the later models Argus disc
brakes were used .
Bodywork of the early semi-tracked vehicles
Zg.Kw. Han. This vehicle was essentially a troop­
carrier, accommodation for a crew of eight (plus the
driver) being provided in the well of the body. No doors
were provided, the crew simply clambering over the
sides to mount and dismount. A windscreen and a
canvas hood, which could be drawn forward to cover
both the top and sides, were fitted. The track guards
were square with bevelled ends, and the body sides
were low over the track guards.
Zg.Kw. 3-lon. The 3-ton vehicle differed from the
Zg.Kw. Han in that the body was built on more con­
ventional lorry lines. There was a separate driver's cab,
and the front and rear mudguards formed a continuous
pressing. The body and frame were constructed of
electrically-welded sheet metal.
Zg.Kw. 5-lon 10 Zg.Kw. 18-lon. These were all built on
the same I ines and were provided with two or three
rows of seats at the front for the crew, behind which
was a locker for equipment or ammunition. Weather
flaps were provided. There was no separate driver's cab,
the driver occupying the left-hand seat of the front row.
Apart from considerations of size, there was little to
differentiate the 5- and 8-ton models. The 12-ton model
was similar to the 8-ton but for a distinct hump at the
front of the track guard where it cleared the sprocket.
In the 18-ton vehicle there were only two rows of seats,
including that for the driver and behind these was a
larger load space. The mudguard and track guard
formed a continuous pressing, with a depression and
footstep between the two.
The various models could be identified by the
number and shape of the holes in the bogie wheels as
shown in the following diagram:
MOTOR-CYCLE TRACTOR IHK-IOO) SERIES
0 6HOLES
I-TON TRACTOR ISd.I(Iz.IO)SERIES
I'
-
"""
3-TON TRACTOR ISd.KIl.") SERIES
SHOLE S
5 - TON TRACTOR ISd.Kll.6) SERIES
8 HOLES
7HOLES
8- TON 1RA CTOR ISd.Kll.7) SER IES
Is on early
models)
12- TON TRACTOR ISd.Kll.S) SERIES
SHOLES
\1
IS-TON TRACTOR ISd.Kll.9) SERIES
A leading engineer concerned with the development
of German semi-tracked vehicles stated that, in his
opinion, 'all German semi-tracks tended to be over­
loaded and, as a result, suspension failures were
frequent'; for this reason, the bogie wheels on the 3-ton
model were stiffened by pressing the form of spokes in
them and also actually welding reinforcing spokes on
the inner wheels. Gearboxes were, he recorded, satis­
factory but difficult to manufacture. As far as was
possible, common components were used in the design
of the 3-, 5- and 8-ton vehicles-the difficulty in manu·
facture being mainly due to the large number of
different surfaces that required machining. The engineer
further stated that engines were not as reliable as they
should have been, as too little time had been spent
upon them. They were brought into general service
within a very short time of the production of prototypes.
Leichter Zugkraftwagen Hon Sd.Kfz.10
Following an official military requirement for a Han
semi-tracked tractor, Demag of Wetter/Ruhr commenced
development during 1932. The vehicle was required to
operate as a troop carrier and also as a tractor for
light artillery and supply trailers (Sd.Ah.32). It was
mainly used to tow 37mm and 50mm anti-tank guns,
9
75mm and 150mm infantry howitzers and 20mm anti­
ai rcraft guns.
The first experimental vehicle of the series, 011 1,
appeared during the first half of 1934. Further develop­
ment resulted in two more trial vehicles-the 011 2
and the 011 3. The essential changes made in these
models was the successive lengthening of the track
system in order to stabilise the vehicle across country.
The 011 1 started with three bogie wheels per side, the
011 2 had four , and the 011 3 had five. These prototypes
had bullet-proof tyres. By 1937 a pre-production model
06 was completed; and eventually, during 1939, there
appeared the 07, which was standardised for service
use as the Sd.Kfz.10. Production of this model continued
until 1944 and about 25,000 were produced, excluding
some 7,500 chassis used for the armoured Sd.Kfz.250
series.
Although Oemag initiated the series and undertook
early production, the main manufacturers of these
vehicles were Mechanische Werke Cottbus in Silesia
and the Saurer Werke in Vienna. The reason for this
was that Oemag was using its productive capacity to
the full to turn out chassis for the armoured version
Sd.Kfz.50. French manufacturers such as Lorraine,
Panhard, Peugeot, Renault and Simca were also drawn
into the programme. And some vehicles were produced
by Adler, Bussing NAG and MIAG: Bussing NAG and
Adler produced 4,500 and 5,360 respectively, excluding
some 7,500 chassis used for armoured versions.
Chronological development was as follows:
1934 Oemag 011 1 was the first prototype in the series
and it weighed 4 tons. It had a crew of two men, was
powered by a BMW-315 6-cylinder engine developing
28hp, had a ZF gearbox, hydraulic brakes, and torsion­
bar suspension on both wheels and tracks. There were
three bogie wheels per side.
1934 Oemag 011 2 was the second prototype. Weigh­
ing tons, it was similar to 011 1 but had an extra
bogie wheel on each side (total , four).
1936 Oemag 011 3 was the thi rd prototype. Weighing
3} tons, it carried four men in addition to a two-man
crew. It was powered by a new BMW-319 6-cylinder
engine, developing 42hp. Provided with an extra bogie
wheel on each side (total, five), it was otherwise similar
to the previous models.
1936 Oemag 04 was a project design only. It was to
have been fitted with a Maybach 4-cylinder 65hp HL25
engine, and was to have had transverse leaf suspension
on the front wheels. Otherwise, it was to have been
similar to the 011 3.
1937 Oemag 06 was a 4-ton pre-production vehicle
built between 1937 and 1938. It was powered by the
Maybach NL38 TRKM 6-cylinder in-line OHV engine of
3.79 litres capacity with an output of 83hp at 2,400rpm,
and it had a Demag-Adler gearbox. Otherwise, it was
similar to the previous model.
1939 Oemag 07 was the final production machine,
standardised as Sd.Kfz.10. Production began in 1939
and ended in 1944. Powered by a Maybach HL42 6­
cylinder 100hp engine, the vehicle had a Maybach
Variorex model SRG 10218H pre-selective gearbox.
Otherwise, it was similar to the previous model.
10
1939 Oemag 08 was a project design only. It was :c
have had one extra bogie wheel per side (total. six
and a new gearbox-model VG 102128H-with an ex'- "
gear ratio to give a higher maximum speed. Other wiss
it was to have been similar to the previous machi nE'
Work on it was terminated because of the success c '
the 07.
1939 Sd.Kfz.10/1 was a specially-adapted light
detector vehicle (designated Leichter Gasspuhrkrai :­
wagen) based on the 07 model but with seat in;
arrangements for eight men (see Appendix 1).
1939 Sd.Kfz.10/2 was a specially-adapted light decor'­
tamination vehicle (designated Leichter Entgiftungskraf: ­
wagen) based on the 07 model but with seating arrang,, ­
ments for four men, racks for eight drums of lime, ane
a spreader-hopper at the rear (see Appendix 1).
1939 Sd.Kfz.10/3 was a specially-adapted
contamination vehicle (designated Leichter
wagen) based on the 07 model but with a spraying un ­
fed from a large storage tank. The original two-man cre·,'.
was retained. and the vehicle was used for sprayir ;;
blister gas (see Appendix 1).
Production of the Sd.Kfz.10:
1940 1941 1942 1943
3,096 ? 2,868 2,724 873
Leichter Zugkraftwagen 3·ton Sd.Kfz.11
Development of this vehicle was initiated during
under the sponsorship of Hansa-Lloyd-Goliath (laI 6­
Borgward) AG in Bremen. In that year the first mode
appeared and was designated HL kl 2. Shortly after t his
during 1935, the HL kl 3 was produced. An attempt was
then made to transfer the engine to the end of t h"
vehicle so as to facilitate the application of an armourec
body, and in this form the vehicle was designated the
HL kl 3(H). During 1938 developmental responsibi li
for this series was transferred to Hanomag of Hanove
who subsequently became the parent firm for the ent i re
3-ton semi-track series. The final version was producec
during 1939 and standardised as the Sd.Kfz.11. Hansa­
Lloyd became Borgward during this year.
The Sd.Kfz.11 was eventually produced by Hanoma!;
of Hannover-Linden, Borgward of Bremen, Auto-Uni or
AG of Frankfurt, Adler (from 1942-45), Horch AG oi
Zwickau, and Skoda of Prague. In France, Oelahaye was
intended to participate in the production programme
during 1942 but no vehicles were ever delivered. A total
of over 25,000 of this type, excluding 16,000 armoured
versions, were produced.
The vehicle was employed initially to tow the 105mm
howitzer or an ammunition trailer, and was also used
for drawing 75mm and 88mm anti-tank guns. Some
vehicles were used by chemical warfare units. Nebel·
werfer units, in particular, used the 3-ton vehicle to tow
rocket launchers and to carry ammunition-in whic
role it was fitted with special ammunition racks.
Towards the end of the war, some vehicles received
a wooden load platform and had their fuel capacit
increased to 160 litres to fulfil the role of long-range
logistic vehicles. Others were fitted as ambulances.
As a result of the retreat of the German Army in
Russia, the manufacture of 3-ton semi-tracked vehicles.
-: " as to
_ ·::a . six )
:- .c. , extra
__ :::-9r'.' ise.
- _ : - 2. C i ne.
_ - - : _ :: sess of
=- ,-:. - ;- : gas­
"22, ,, : _ - rait ­
". ""st ing
;-: cecon-
Ik
- "
873
1

- 93L
- :-::' : =.: - ater
- - s --: del
=. ::.:-:; .. : is.
lJas
t' e
red
e
- bil ity
0..-' -,,-0er.
- -:- : - 9 e 'i re
_ _ 2 ,: - duced
'-ia sa·
-'.- == -:: :9 ',ras
- .: :- :-::'amme
-- "o' al
-: : =: c -- o red
- =- . 5
sed
Some
ebel ­
to'l
ic
=.: i n
=- l es,
,,- , d Tiger and Panther tanks, was officially stated to
:e of the highest priority.
::;hronological development was as follows
- 934 Hansa-L1oyd-Goliath HL kl 2 was the first proto­
:' .' Je for the 3-ton class. It weighed 5 tons, had a crew
eight men and was powered by a Borgward Type 3500
- hp 6-cylinder engine. It had a Borgward 4-speed gear­
: x, and mechanical road and steering brakes. Suspen­
:: on on the wheels was by leaf springs, and on the
: -acks by torsion-bar (four bogie wheels per side).
- 935 Borgward HL kl 3(H). This vehicle had the engine
oved to the rear to enable the application of an
=. - oured body, which was never fitted.
- 935 Borgward HL kl 3. This was very similar in appear­
=. , ce to the HL kl 2, but the engine covers and radiator
.'. ere more like those of the production model. Although
: employed the same engine, there was a ZF gearbox
,':i th five forward speeds instead of four.
-936 Borgward HL kl 4(H) had a new Borgward 100hp
-)·cyl inder engine but used the original Borgward gear­
: )x. The suspension had two extra bogie wheels per
"de (total, 6). The engine was at the rear, and the
. shi cle was intended to have been armoured and armed.
- 936 Borgward HL kl 5 was a 7-ton pre-production
l achine powered by a Borgward 70hp L3500L 6-cylinder
e gine. Otherwise, it was similar to the previous model.
n ail, 505 were built.
- 937 Borgward HL kl 6 was a production model
scandardised as Leichter Zugkraftwagen 3t Sd.Kfz.11.
J evelopment and production was taken over by
rl anomag and Adler, their models both being called
kl 6. It had a crew of nine men and weighed 7.2 tons.
- his vehicle was initially powered by a Maybach HL38
e gine, which was subsequently replaced by a Maybach
' L42 6-cylinder engine developing 110hp. It also had a
-l anomag gearbox but was otherwise similar to the
revious model. In all, 2,067 were built by Borgward
and 4,300 were built by Adler. Hanomag produced 6,270
excluding 16,000 armoured versions). These vehicles
,'.'ere also built by Auto-Union (Werke Horch) and
Skoda in Prague.
<938 Hanomag H8(H) differed in having a Variorex
;!earbox. Only one prototype was built, with the engine
-n ounted at the rear to cater for an armoured body.
1939 Hanomag H7 was an experimental model with
aybach pre-selective gearbox, hydraulic steering
brakes and pneumatic road brakes. It was otherwise
si milar to the H kl 6. Under the von Schell Programme,
: was intended to be a standard 3-ton vehicle (Einheits­
'ahrzeug) to replace all previous models, but no further
c evelopment work took place.
1939 H kl 6n; Sd.Kfz.11/1 Nebel kraftwagen. This was
2. smoke vehicle carrying racks of smoke generators.
It was also used to carry ammunition and to act as a
:ractor for the Nebelwerfer. It had a crew of two, and
t weighed 7.3 tons.
1939 H kl 6k; Sd.Kfz.11/3 Mittlerer Spruhkraftwagen.
Thi s was a medium bulk-contamination vehicle,
,': eighing 7.5 tons, and fitted with an automatic spraying
apparatus and storage tank. It had a crew of two (see
Jage 91).
- 939 H kl 6s; Sd.Kfz.11/2 Mittlerer Entgiftungskraft­
wagen. This was a 6.7 ton medium decontamination
vehicle, fitted with a spreader-hopper at the rear. Bulk
chemicals were contained in drums on a special rack
at the rear. It had a crew of two.
1940 H kl 6N; Sd.Kfz.11 / 4 Nebelkraftwagen. This was
a smoke mortar vehicle mounting smoke generators and
refills. It had a crew of two and weighed 7 tons.
1940 Sd.Kfz.11 IS Schwerer Nebelkraftwagen als Gass­
puhrkraftwagen. This was a heavy smoke vehicle which
was utilised as a gas detector vehicle.
Production of the Sd.Kfz.11 was as follows:
1938 1939 1940 1941 1942 1943 1944
79 274 728 907 1,572 2,153 1,308
Mittlerer Zugkraftwagen 5-ton Sd.Kfz.6
The Wehrmacht received this 5-ton tractor in relatively
small numbers (about 3,000 were produced) . It was
built from 1935 to 1943 by Bussing NAG of Berlin
Oberschbneweide and also, from 1938 onwards, by
Daimler-Benz, principally as 13. troop-carrier and a
tractor.
Development 01 the 5-ton series was initiated during
1934 by Bussing NAG. It was required as an engineer
equipment and personnel carrier (in which form it had
a 15-seater body and was designated Mittlerer Zugkraft­
wagen 5-ton mit Pi Aulbau 3d.Klz.6) and also as an
artillery tractor for the 10.5cm le.F.H.18 howitzer or
75mm gun (designated Mittlerer Zugkraftwagen 5-ton
mit A-Aufbau 3d .Kfz.6/1-the 'A' standing for Artillerie).
The tractor version was sometimes also used to tow
the 88mm AA gun. The later version had a distinctive
ammunition compartment at the rear.
Chronological development was as lollows:
1934 BUSSing NAG BN 1 4; 5-ton all-purpose tractor for
the Wehrmacht. Krauss-Maffei 01 Munich also built this
model, which received the designation KM1 4. It had the
A-type body and its 3d.Kfz. number was 6/1. The vehicle
was powered by a Maybach NL35 6-cylinder engine
developing 90bhp and had constant-mesh transmission,
mechanical steering brakes, pneumatic road wheels ,
leal springing on both wheels and tracks and torsion-bar
springing on the idler. There were four wheels per side.
1935 Bussing NAG BN 1 5. This model, developed
purely for engineer units as the Mittlerer Zugkraftwagen
5-ton mit Pi Aufbau , appeared a year after the intro­
duction of the BN 1 4 and, apart from the special 15­
seater body , it was very similar to it. It weighed 8.5
tons. There were also Pf (Pioniere Fahrzeuge) 10, 11 ,
12, which were trestle carriers, pontoon carriers and
ramp-platform carriers respectively, for the bridging
column. The vehicle was also built by Daimler-Benz as
the DB 1 5. This model received the 3d.Kfz. number 6.
1936 Bussing NAG BN 1 7. This vehicle was built both
as the 3d.Kfz.6 and the Sd .Kfz. 6/ 1. It was powered by
a new 100hp Maybach 6-cylinder NL38 engine and had
a new radiator grill (which was carried through in later
models). It was otherwise automotively similar to the
previous model; and it was built concurrently by
Daimler-Benz as the DB 1 7.
1938 Bussing NAG BN 1 8. This model was built as
the 3d.Kfz.6. It was fairly novel in appearance and was
powered by either a Maybach NL38 TUK or NL TUKRM
11
engine. Concurrently built by Daimler-Benz as the DB 1 8,
the only other alteration was the use of torsion-bar
suspension with six wheels per side in place of the
original four. A total of 737 were built (465 by Bussing
NAG and 272 by Daimler-Benz).
1939 Bussing NAG BN 9 and 9b. These represented the
final versions of the 5-ton series to be adopted, and they
differed from the previous model in having a new
Maybach HL54 TUKRM 6-cylinder model engine,
developing 115bhp, and the idlers rigidly mounted.
Seating was provided for only 13 men (including the
driver). The BN 9b model had a modified braking
system. Bussing NAG and Skoda built these vehicles,
supplying the army with a total of 687. Production was
halted during 1943 in favour of the S.WS.
1939 Bussing NAG BN 11 . Although a projected design
only, it was to utilise the Maybach HL61 6-cylinder
engine, developing 130hp. Otherwise, it would have
been similar to the previous models.
Some 5-ton vehicles were also built by Skoda in
Czechoslovakia and Saurer in Austria.
Production of the Sd.Kfz.6 was as follows
1940 1941 1942 1943
348 360 564 563
1944
729
Mittlerer Zugkraftwagen 8-ton Sd.Ktz.7
This vehicle with an 8-ton trailer capacity resulted from
a specification laid down by the WaPruf.6 towards the
end of 1932. It was required for towing the medium·
weight guns, such as the 15cm. s. F.H. 18 and the
88mm Flak 18, and as an infantry carrier it was to carry
from fifteen to eighteen men.
Development and production of this vehicle was under­
taken by the firm of Krauss-Maffei in Munchen-Allach,
but at a later date other firms such as Bussing NAG,
Daimler-Benz, Hansa-Lloyd (Borgward) , Saurer in
Vienna and Breda in Milan participated in its manu­
facture. Of the 12,000 built , 6,129 were produced by
Krauss-Maffei Most of the later models were made by
Krauss-Maffei or Hansa-Lloyd, and several models
existed-ranging from the KM m 7 to the KM m 12.
The earlier models of 1934 had a track length that
was only very slightly over half the overall vehicle length.
These were later improved upon by fitting more powerful
engines and increasing the length of the trac k section
to three-quarters of the overall length The extra length
was carried by additional bogie wheels (one narrow
and one wide on each side). The track suspension
system filted on the 8-ton vehicles represented a partial
development from this model to the torsion-bar suspen­
sion on other models of the semi-track range. Krauss­
Maffei objected to a proposed changeover from leaf to
torsion-bar springing on the grounds of loss of
production.
Some vehicles were fitted with armour on the engines
and cabs .
Chronological development was as follows:
1933 The first 8-ton Krauss-Maffei semi-track KM m 7.
1934 Krauss-Maffei KM m 8. This weighed 11 tons and
was also built by Bussing NAG (as BN m 8) and by
Daimler-Benz (as DB m 8) , both in Berlin. Production
was terminated in 1935. Krauss-Maffei built a total of
12
380. The vehicle carried a crew of eleven men and was
powered by a 6-cylinder Maybach HL52 TU engine
cteveloping 120bhp. The gearbox was a Zahnradfabrik
ZG55 and mechanical steering and hand brakes were
used: the foot-brakes were Knorr pneumatic The track
section had four bogies with leaf springing in pairs, and
spiral springs on the idlers. In comparison with the first
model , this section was of increased length. The KM m 8
was the first of this series to enter production.
1935 A later production version of the KM m 8, a more
powerful engine at 130bhp. New superstructure was
carried through on later models.
1936 Krauss-Maffei KM m 9. This was the second
production model. This was considerably improved, the
torsion bar suspension now being on the idler. It utilised
the 130hp Maybach HL57 TU engine of the later pro­
duction model KM m 8. Apart from the track section,
the vehicles appeared externally similar. They were
produced exclusively by Krauss-Maffei, who built 257.
1936 Krauss-Maffei KM m 10. This was identical to the
previous model apart from the installation of a more
powerful HL62 TUK engine of 140hp. It was also built
by Hansa-L1oyd as the HL m 10. Hansa-Lloyd (Goliath)
built 222 and Krauss-Maffei built 111.
1937 Krauss-Maffei KM mIl. Undoubtedly the most
popular and numerous in the range, this model remained
in production until 1944 (during 1943, Krauss-Maffei
were turning out a maximum of 100 vehicles per month)
and a total of 5,026 were built by this factory alone. It
was mechanically similar to the KM m 10 but had two
extra bogie wheels per side (making a total of six).
Early vehicles had spiral springing, but some later
models had full torsion-bar suspension. Considerable
numbers were also turned out as the HL m 11 by Hansa­
Lloyd, as the Saurer 11 in Austria, and as the Breda 61,
between 1933 and 1944, in Italy The German models
KM m 11 and HL m 11 retained springing for the idler
wheel. Total production in Germany was 6,129 vehicles.
1939 Krauss-Mafiei KM m 12 This was a projected
design only. It was to have had a Maybach HL80 6­
cylinder 160hp engine but would otherwise have been
automotively similar to the KM m 11.
Some vehicles produced by Krauss-Maffei we re fitted
with wooden-truck-type bodies and were employed in
Russia as ammunition and load carriers. Other con­
versions included the Mittlerer Flakmesstruppenkraft­
wagen Sd .Kfz.7/ 6-which was adapted to take the
thirteen-man crew of a survey team attached to flak
units-and the Feuerleitpanzer, which was a partially­
armoured vehicle used for accompanying V-2 missile
launching units.
Production of ihe Sd .Kfz.7 was as follows :
1940 1941 1942 1943 1944
996 1,320 1,392 3,251 3,298
Mittlerer Zugkraftwagen 12-ton Sd.Kfz_8
Development of this vehicle by Daimler-Benz began
during 1931 . The first vehicle in this series, the DB ZD5,
appeared during that year and was intended for use by
the Russian Army--probably being despatched to the
secret testing station at Kazan for trials. It was, in fact.
the first vehicle in this generation of German semi-tracks
..
-­-- -
1:
. -:
---. -­ -
- ".=.. -
::
-
:, : e first
-­ s KM m 8
- 3 a more
=-= -- " second
-=­ : .ed. the
- = - - '" s ter pro­
- sy were
- : =_ : 257.
::.­ : ­ : ' a more
__ also built
Goliath )
: " e most
smained
- -::._ss-Maffei
=-0 : sr month)
al one. It
- : =_: had two
::. . :: ::. of six ).
=_- ",: -1e l ater
::: : - siderabl e
- _ - .. :>y Hansa·
= -- =3reda 61,
-= ::0", -- 2. , model s
; - ; '::- , he idler
:: veh i cles .
2.i: ::. ::> rojected
_ :: ,, : - H L80 6·
-ave been
,', ere filted
s-= ", '-' l oyed i n
J : er con­
_ -s= =, :-
s= . : l ake the
::'-::' : - a= to flak
•
_ =- partiall y­
. - 2 miSSile
1944
3,298
_ - K' z,8
- =--=" "z began
-= s, -- a DB ZOS,
s- ==:: ' :y use by
-=== ,,- : -;;d to the
=' 5. in fact.
", emi ·t racks
and its devel opment was based on the experi ence
gained by Daimler-Benz with their Marienwagen during
First World War. The ZD5 had the front and rear
suspension units interconnected.
The first such vehicle developed specifically for use
by the German Army was the 12-\on DB s 7, which
appeared during 1934. It was intended as a prime-mover
for heavy artillery ( 15cm guns, 21cm mortars or 105mm
Flak). The final and probably most numerous model
appeared during 1939-the DB 10.
Apart from being produced at the Daimler-Benz factory
'n Marienfelde, the vehicle was also turned out by
Krauss-Maffei , Krupp (at Muhlhausen) and Skoda in
Czechoslovakia. The Krupp version was called the
Krupp 10 and that by Skoda the S 10. Krauss-Maffei
built a total of 31S. All of these vehicles were standard­
ised as the Sd.Kfz.8. Not a great number were produced
-in all , about 4,000. Some were used by medium
bridging companies as standard equipment. During the
occupation of France, the Unic concern manufactured
gearboxes for these vehicles . The 12-ton tractor could
be used as a troop-carrier for up to twenty-five men.
Chronological development was as follows:
1931 DB ZD5 was the first prototype 12-ton semi-track ,
originally intended for Russia. Tested during 1932. it had
a rear drive sprocket , weighed 9,300kg , and it was
powered by a 12-cylinder Maybach DS08 petrol engine
developing 1S0bhp. It was intended to use the DB8
M07 engine in production vehicles, but no production
followed.
1934 DB s 7 was the first production Daimler-Benz 12­
ton semi-track for the German Army, and it remained in
production until 1936. It was powered by a Maybach
DS08 12-cylinder engine developing 200hp. The vehicle
had leaf-spring suspension with eight wheels per side,
constant-mesh gearbox, mechanical steering brakes and
pneumatic road brakes. It was not fitted with a winch.
1938 Daimler-Benz DB s 8 was a more up-to-date
version of the DB s 7. It had the original engine and
leaf-springing on the bogies (now with six wheels per
side). However, the idler had torsion-bar suspension, and
the vehicle was fitted with a winch.
1938 Daimler-Benz DB 9 was powered by a new 18Shp
Maybach 12-cylinder HL85 TUKRM engine and fitted
with ATE hydraulic steering brakes. Otherwise, it was
automotively similar to the DB s 8. It was also built by
Krupp (as the m.10) and by Skoda (as the s.10).
1939 Daimler-Benz DB 10 was similar to the DB 9 but
had a rigidly-mounted idler and modified braking system.
It remained in production until 1944.
1939 Daimler-Benz DB 11 was a project only. It was
to have been powered by a 200hp Maybach HL9S engine
but would otherwise have been automotively similar to
the DB 10.
Production of the Sd.Kfz.8 was as follows:
1940 1941 1942 1943 1944
S16 828 840 507 602
Schwerer Zugkraftwagen 18-ton Sd.Kfz.9
This series, developed and produced by Famo (Fahrzeug
und Motorenbau GmbH) of Breslau, was the largest of
the German semi-tracks to enter service. Production
began during 1938 and ended in 1944 after the con­
struction of some 2,SOO.
The 18-ton semi-track was designed primaril y as a
heavy tank-recovery vehicle and as a prime mover for
24-ton trailers or 21 cm howitzers. It could also be used
as a troop-carrier for up to thirty men. One of its
principal tractor roles was the towing of the huge 24cm
K3 gun.
The most commonly encountered type was the
standard recovery version (called the ' Bull '), which
normally had a short canvas hood fitted over the crew
compartment-although a longer hood was sometimes
empl oyed. The vehicle had an open body with pressed­
metal sides, a tail board, a wooden floor, and two rows
of seats. A 40-ton winch was fitted . A tool compartment
was located beneath the driver' s seat and there were
two others immediately behind it, accessible through
doors at each side of the vehicle. The centre section
was in the form of an open box, and it held pulleys,
chains and spare cables. The remainder of the body
provided stowage space. It was designated Panzer­
bergegerat 18t.
There was also a bridging vehicle, capable of carry­
ing fifteen men, which towed an equipment trailer; and
there were two recovery versions fitted with cranes.
The first crane version was the Sd.Kfz.9/ 1, which had
a flat deck with a 6-ton crane that could rotate through
180' . The crane was manufactured by Bilstein of
Altenvbrde. The crew had folding seats behind the
driver's compartment and a large toolbox was attached
at the rear. An order for conversion of these vehicles
was issued during April 1940.
The second version, with a 10-ton electric crane, was
designated Sd.Kfz.9/2. This vehicle weighed 27 tons
and was intended for lifting tanks. In the travelling
position, the telescopic sections of the jib were stowed
and protected by canvas covers against damage. A
counterweight was provided to compensate for heavy
loads, and levelling jacks were normally carried in a
trailer with other equipment. These were, when in use,
located in special square sections. The operator was
seated at the base of the jib and controlled the crane
by means of hand and foot levers. About forty of these
vehicles were built and mainly used on the Eastern
Front.
With the occupation of France, the firm of Dietrich­
Lorraine, at Luneville, undertook manufacture of the
18-ton half·track. Panhard-Leassor al so received orders
to manufacture this vehiCle and had actually received
one manufactured by Borvag of Brennan from the
Germans to use as a prototype. The original order was
placed with Panhard in March 1942, but no complete
vehicles had in fact been delivered up to VE day.
Chronological development was as follows:
1936 FM gr 1 was the first model built by Famo and it
served as the pre-production model for the series. It
was powered by a Maybach HL98 TUK V-12 230hp
engine, had ZF constant-mesh transmi ssion, mechanical
(self-servo) steering brakes and pneumatic road brakes.
The front wheels were sprung by leaf springs and the
tracked section (which had si x wheels per side) by
torsion-bars.
13
1938 Famo F2 was a further prototype in the series,
automotively identical to the previous model.
1939 Famo F3 was the first production model, desig­
nated Schwerer Zugkraftwagen 18t Sd.Kfz.9. It was
powered by a Maybach HL108 TUKRM V-12 engine
developing 250hp, and provided with a new clutch.
Otherwise, it was automotively similar to the previous
model. It remained in production until 1943.
1939 Famo F4 was the projected design as further
proposed development of the 18-ton vehicle. It was to
have had the new Maybach HL116 6-cylinder engine
developing 260 hp. Otherwise it was to have beer
similar to the previous model .
Production of the Sd.Kfz.9 was as follows :
1940 1941 1942 1943 1944
240 240 384 643
834
1. Left: Daimler-Benz
Marienwagen.
2. Below: Krauss-Maffei
MS half-track; original
model on trials.
3. Right: Krauss-Maffei MS
half-track; later m o d ~ 1
with mi litary bodywork.
4. Below right: Demag
D11 1; first experimental
model of the Hon
semi-track (also referred
to as 11 1).
14
- - - further
r was to
- engine
-eve been
1944
:-! 834

55
100. Le.ft: Famo F2
prototype of the Sd.Kfz.9
18-ton semi-track.
101. Below left: Famo F3
, ,"t...
. - (
- - - - - ~ - - - - ~ - - ~
production model of
Sd . Kfz.9 shown as an
artillery tractor with four
rows of seats.
102, 103, 104. Right: Three
views of the 18-ton
Sd.Kfz.9 recovery-tractor
version wi th two rows of
seats.
105. Top: Sd.Kfz.9/1, 18-ton
semi-track mounting a
6-ton crane.
106. Centre: Another view
of the Sd.Kfz.9/ 1.
107. Below: Sd.Kfz.9/2,
18-ton semi-track mounting
a 10-ton crane, in travelling
order.
.a.
58
108. Top: Nearside view
of Sd.Kfz.9/ 2 in travelling
order.
109,110. Centre and below:
The Sd.Kfz.9/ 2 in
operation.
-..~
I
59
The Second Generation
of Half-Tracked Vehicles
In the period 1932-7, considerable experience had been
gained in the manufacture and operation of half-tracked
vehicles. A new series incorporating improvements was
therefore developed during 1937, when Adler of Frank­
furt was given the task of producing light semi-tracks
for a so-called standardised (Einheits) range. This range
was given the prefix 'A' (for Adler), and some vehicles
were actually completed in what was a parallel develop­
ment to the Hon series by Demag. But no quantity
production was undertaken and work on another new
series was undertaken. (Some reference works confuse
the 'A' series with the HK300 series- but the latter did
not evolve until 1941. which was four years after the
start of the 'A' series.)
Chronological development of the 'A' series was as
follows:
1938 Adl er A1. This was a light (3-tons fully laden)
semi-track with a trailer capacity of just under half a ton .
It was powered by a 65hp Maybach HL25 4-cylinder
petrol engine, had hydraulic brakes, rubber-bushed sus­
pension. Its top speed was 65 kph and it carried a crew
of five.
1939 Adler A2. This vehicle was somewhat larger than
the A1 but it weighed slightly less (2}-tons fully laden) .
It had a trailer capacity of two-thirds of a ton and was
powered by a 78hp Maybach HL28 4-cylinder petrol
engine. Apart from the use of torsion-bar suspension ,
it was automoti vely similar to the previous model. It
carried six men and had a top speed of 65kph.
1939 Adler A3. This vehicle was almost identical to the
A2 model, but it utilised the Maybach HL25 engine of
the first model . It weighed 2*-tons fully laden and had
a top speed of 65kph. The trailer capacity was just
under a ton.
1940 Adler A3F. This was a new version of the A3
equipped with a saloon-type body and powered by the
Maybach HL28 engine of the A2. It weighed 3Hons
fully laden, had a trailer capacity of Han and a top
speed of 75kph.
The next series was intended to be a standardised
range with various load ratings intermediate between
those of existing models, and it recei ved the prefix 'HK'
(Halb-Ketten, or half-track). The first figure in the
designation denoted the trailer capacity in metric tons,
and the remaining figures represented the project
number. Work on the HK series began during 1939 but
did not receive much enthusiasm because Hitler believed
that the war would last no more than a couple of years,
and that the existing range of vehicles would fulfil the
needs of the army.
The HK series was as follows:
HK100: motor-cycle tractor, made by NSU Neckarsulm.
HK300: designed by Adler-Werke AG , Frankfurt.
HK600: shared between Hanomag and Demag.
HK900: Krauss-Maffei.
HK1600: Daimler-Benz.
HK2400: parent firm not finalised.
HK3500: parent fi rm not finalised.
Of these, only the motor-cycle tractor model HK100
was introduced into service (1940-1), where it rapidly
acquired popularity.
HK 100 Series: Kleines Kettenkraftrad
Sd.Kfz.2
This small motor-cycle tractor, designed by Wa.Pruf.6,
was developed by NSU during 1939. It was intended
mainly as a light air-portable tractor for towing the light
guns and single-axle open supply trailers of paratroop
and airborne un its, but it was also used as a despatch
vehicle in localities unsuitable for wheeled vehicles. It
first saw action during the invasion of Crete.
The development of the Kett enkraftrad was based on
the Motorkarette built by Austro-Daimler (later Steyr­
Daimler-Puch) for the Austrian Army-which had steel
tracks and lever-controlled steering and could be trans­
formed into a wheeled vehicle by the manual application
of pneumatic-tyred wheels to spec ial axles provided on
the chassis. By introducing steering brakes, reducing the
track width and introducing the normal motor-cycle
steering system at the front , NSU transformed the
Austrian vehicle into one conforming to German military
requirements. The prototype was designated Versuchs
='-3-- : : : ~ :-­
~ - - ~ - - '
?:'"=
~ - : = , : ~ =­
- = - - - : . ~ = - = . :
60
:: -ef ix ' HK'
in the
:: ic tons,
: project
939 but
- believed
-- - " ·) f years,
: _: ul fil the
- ; _-:
- -
-:: --
= -
__ arsulm.
_ rt.
- ::el HK100
- i rapidly
" a Pruf.6.
e. = i tended
- ;; the light
:' ::l ara troop
espatch
'; 1i cles. It
""= ::l ased on
Steyr­
- :- - cd steel
- :: _ :: De trans­
-=- 0: i icati on
=-0 : - :: :i ded on
- " .::. cing the
=- - ::: r-cycle
=.-",; : -, ed the
military
i ersuchs
Kfz.620; but when standardised the vehicle was class­
ified as the Sd.Kfz.2 Kleines Kettenkraftrad, with the
series project number HK100.
It entered service on Sth June 1941 and thereafter
served mainly as a supply vehicle for rough terrain
conditions. It remained in production until 1944. The
mobility of the vehicle was as good as most tanks; and
its ability as a light prime-mover, because of it s wide
gear selection, was very good. Production was shared
between NSU in Neckarsulm and Stoewer in Stettin, and
8.34S were built in all. It was intended that production
should also be taken over by Simca, but this never
materialised.
Essentially, the vehicle retained the standard front
wheel and handle-bars of a conventional motor-cycle
but had two caterpillar tracks in place of the rear wheel .
The front wheel steered the vehicle through slight
angles, but controlled-differential steering brakes took
over thereafter. The chass is was a box-like structure of
pressed steel in two sections, welded together in a
horizontal plane below the track guards. It contained
the driving compartment, the engine and transverse
seating accommodation for two men facing the rear . A
hand-rail was provided on each side at the rear. The
driver was seated on a saddle-seat directl y above the
transmi ssion and clutch housing. Petrol tanks were
mounted on each side and, together with the battery
and tool compartments, made up the side walls of the
vehicle. The engine was a centrally-mounted Opel
Olympia 4-cylinder (positioned back-to-front) water­
cooled petrol engine developing 37bhp. It was mounted
behind the driver's seat and therefore could not be
cooled by the slipstream, so it was cooled by a radiator
with a shaft-driven fan coupled to the crankshaft at the
rear. It drove the front sprockets through a transmissi on
giving six forward gears and two reverse gears. The
suspension consisted of two straddle-mounted, rubber­
tyred bogie wheels on torsion-bars, a front driving
sprocket and a rear idler. The inner bogie wheels were
of the hollow spoked type, and th e outer wheels were
of the removable disc type. The tracks had 40 links
each and were equipped with needle-bearings and
replaceable rubber pads.
At a sli ghtl y later date, two cable-laying versions of
thi s veh icle were introduced into service. They were:
Sd.Kfz.2/1 Kleines Kettenkraftrad fUr Feldfernkabel
(light motor-cycle tractor for field telephone cable).
Sd.Kfz.2/2 Kleines Kettenkraftrad fUr Schweres Feld­
kabel (I ight motor-cycle tractor for heavy field cable).
Both vehicles had cable-drums mounted on :rames
behind the driver's seat.
A crane version was also produced in small numbers.
During 1941 NSU undertook a project for a heavier
version of this vehicle with an increased load-carr ying
capacity and fi ve seats (excluding the driver's). It
weighed 2,2S0 kg, was powered by a 2-litre 4-cylinder
Stump K20 engine developing 6Shp, and was designated
the HK102 (Grosses Kettenkraftrad). But it never pro­
gressed beyond the prototype stage.
A further engine was also being developed for the
HK101, to replace the Opel. It was a 600cc 3Shp
(metric) 4-cylinder in-line short-stroke engine with a
kick-start. One interesting variant of this vehicle was
the NSU Springer, which was used as a radio-controlled
demolition vehicle.
Production of the Sd.Kfz. 2 was as follows:
1941 1942 1943 1944
420 98S 2,450 4,490
HK 300 Series
This series was developed by Adler during 1941 and
represented an extension of the previous 'A' series. Like
its predecessor , it was to have been a replacement for
the Hon semi-tracked range. The prototype received
the designation Kleine Zugmaschine HK301, and the
first one was delivered to the army on 16th August 1941 .
In all , five trial vehicles were field tested and an order
was placed for a pre-production series of fifty-but
order was never fulfilled . The HK301 was powered by a
Maybach HL30 4-cylinder engine developing 95bhp. It
had hydraulic steering brakes and mechanical road
brakes. With a combat weight of 3.S tons, it could carry
eight men and achieve a maximum speed of 50mph.
A second vehicle, the HK30S-which was to have had
a Maybach HL42 6-cylinder 100hp engine, Maybach
Olvar pre-selecti ve transmission and pneumatic brakes­
never passed the project stage.
HK 600 Series
Development of this vehicle-which was to be a substi­
tute for both the Hon and 3-ton vehicles then in service
-was shared between Hanomag and Demag. Two
prototypes of unarmoured versio ns were built-HK601
and HK60S-but other vehicles in the series were
armoured. Development began during 1939 and was
terminated during 1942. Hanomag built the HK601 , and
Demag built the HK60S. These veh icles incorporated
several advanced features-in particular, automatic
transmission. Seven were under construction at Hanomag
and thirty at Demag.
Chronological development was as follows:
1939 HK601 had a Maybach HL4SZ 6-cylinder engine
developing 120hp and Hanomag-Maybach pre-selective
transmission. The steering brakes were hydraulic and
the road brakes were pneumatic. The suspension was
torsion-bar. The vehicle had a crew of eight men,
weighed 6.3 tons full y laden, could carry 1; tons and
tow a maximum of tons. The maximum road speed
was 47mph.
1941 HK60S was partially armoured and vvas powered
by a Maybach HLSO 6-cylinder 170hp engine. The
transmission was Maybach Olvar, and all the brakes
were pneumatically operated Argus type Suspension
was torsion-bar. The vehicle had a trailer-load capacity
of 4-} tons and a road speed of 48mph.
HK 900 Series
Thi s series was developed by Krauss-Maffei AG,
Munchen, during 1940. As far as is known, only three
unarmoured models were considered-the HK901,
HK904 and the HK90S. These vehicles were intended to
replace both the 8-ton and S-ton half-tracks. Thirty-four
vehicles were ordered for delivery during the period
61
February to December 1941 but only thirty were com­
pleted-fifteen HK905 and fifteen HK901. The use of
torsion-bar suspension was laid down in the basic con­
ception of this series.
Chronological development was as follows:
1940 HK901 was powered by a Maybach HL45Z 6­
cylinder engine developing 120hp. It had Maybach pre­
selective transmission, mechanical road-brakes, pneu­
matic steering brakes, and torsion-bar suspension. Its
laden weight was 11.5 tons and it had a trailer capacity
of 8 tons. Its maximum speed was 47mph.
1941 HK904 was similar to the above with minor
changes. It had a new HL66 180hp 6-cylinder engine.
1941 HK905 differed only in application of Olvar auto­
matic transmission and simplified torsion-bar suspension.
HK 1600 Series
During 1940, Daimler-Benz of Berlin-Marienfelde under­
took a project for the replacement of both the 12-ton
and 18-ton semi-tracks. This was the HK1600 series.
Only one model was produced, which appeared during
1941, and this was designated the HK1601. It was in­
tended to power this vehicle by a 12-cylinder Maybach
10-litre engine developing 320hp, but the prototype em­
ployed a Maybach HL116 6-cylinder in-line engine
developing 250hp. The vehicle could tow up to 16 tons
and it had a maximum speed of 42mph. The trans­
mission was of constant-mesh type, the steering brakes
were hydraulic, the road brakes were pneumatic, the
suspension was torsion-bar, and the laden weight was
16.2 tons. Four trial vehicles were built and thirty further
vehicles were ordered for delivery during February 1941 ,
under the designation HK1604. These were never com­
pleted.
Engines in the HK series were designed to provide a
high degree of interchangeability. The 12- and 6-cylinder
models, for example, were so designed that by using a
conventional type of connecting-rod their crankshafts
were interchangeable. Identical sodium-filled valves were
to be used for both inlet and exhaust , and the bores
and strokes were also standardised to enable inter­
change of pistons, etc .
In order to obtain increased engine power, modifica­
ti ons- including petrol injection-were carried out . This
resulted in an improvement in peak engine power of
10'ir to 20r;( and a corresponding reduction in fuel
consumption. And by changing heads it was possible to
convert the engines from petrol to diesel. The ultimate
aim of all these modifications was to simplify mainte­
nance and production. to which end the following were
standardised:
(a) Method of operation of every control.
(b) Method of each adjustment.
(c) The place where the adjustment was carried out.
(d) The location of each maintenance point.
A driver who had been trained on one of these
vehicles was therefore competent to take over any
other type without further instruction .
Modifications were effected in the design of the track
shoes, which originally had to have a cut out portion
for sprocket engagement. The new design overcame
thi s by having engagement on the end of the pins.
62
The principal difference in the suspension was the
change of bogie wheels, retaining the advantage of
overlapping wheels but overcoming the troubles experi­
enced with the interleaved wheels. This new type of
wheel was made possible by the moving of the drive
from the centre of the track to the outside edges.
The front axle suspension was modified and longi­
tudinal torsion-bars were incorporated. The front axle
itself was of tubular construction and the pivoting
characteristics of the old type of suspension were
retained.
The various vehicles in the HK series were inter­
mediate in size between the corresponding standard
models, the idea being to reduce the number of types.
In practice, difficulty would have been experienced with
the HK1601 , which had a 16-ton trailed-load rating, as
all gun loads. etc., had been designed for the existing
18-ton semi-tracked tractor. The projected heaviest
military tractor was again to have had a trailed-load
rating of 18 tons .
HK 2400 Series
At a conference between the army and Wa.Pruf.6 during
1941, suggest ions were made for the introduction of a
24-ton semi-tracked vehicle with the designation
HK2400. It is believed, however, that no work was done
on this project.
HK 3500 Series
The final vehicle to be put forward in the HK series was
the HK3500-a project for a vehicle to be built on the
lines of a standard semi-track with a sheet-metal body
resembling the Panther tank hull. The need for this
vehicle arose because the 18-ton Sd.Kfz.9 recovery
version was incapable of recovering Panther and Tiger
tanks on its own. Upon consideration it was decided to
use the Panther hull already in production, and the final
outcome was the Panther recovery vehicle.
111. Above right: Adler A1 3-ton semi-track.
112. Below right: Front view of A 1 semi-track.
_ _
--.=:- the
=: =-:=2e of
_ - =0 sxperi­
_ ;:.oe of
; :- :- 5 drive
:;'
-=-=-: ' r this
::
- -=- =-c Tiger
==:: ' ded to
=-: :,e final
oS i-track.
__ i-track.
=-= l ong i­
- -=- -- : -: axle
- - :0; oting
::=- -= :- were
__ i nter­
: - ; o:andard
:' types.
:?" =-:sd with
sxi st ing
eaviest
_ ed-load
: =--- =:al body
_: _:: n of a
: ':Os gnation
as done
:=- es was
: : on the
113. Above: Nearside view of A2 2 ~ - t o n semi-track.
114. Below: Offside view 01 A2 semi-track.
115. Above right: Adler light semi-track model A3.
116. Below right: A3F semi-tracked staff car.
64
--
_ .
-
...;.­ ...= ~ ~ : I i j i
117, 118, 119, 120. General views of the HK-101 (Sd.Kfz.2) Kettenkraftrad motor-cycle tractor.
train.
123. ..
Kettenkraftrad fUr schweres
Feld kabel
for heavy field cable).
124. Below right: Sd.Kfz.2/1
I(ettenkraftrad
telephone cable).
121. Left: HK·101 (Sd.Kfz.2).
122. Below left: Cut·away view of
the HK-101 showing the automotive
~ b o v e right: Sd.Kfz.2/2 kleines
( light motor·cycle tractor
kleines
fur Feldfernkabel
(l ight motor·cycle tractor for field
68
tive
t: ~ I e i n e s
:ractor
.., cines
e:el
. eld
· ~ - - - - - - - - - l l r . r 11
".1 . II. - - - - - - ~ ~ .
o
o
I
125. Above far left: The Sd.Kfz.2/2 in use by Luftwaffe troops.
126, 127. Above left and below: Early prototype of the HK-102 gros ses Kettenkraftrad (heavy motor-cycle
tractor) .
128. Above: General arrangement drawings of the HK-102.
129. Below: Final prototype of the HK-102. This vehicle never went into production.
' G L
. W 9 - ) l H l a p o w > P l 3 J j - ! w a s 1 4 5 1 1 l l 3 j u a W I J a d x 3 : M o I 9 S - ~ E ~
. • 0 8 - ) l H l a p o w > P l 3 J j - l w a s j 4 5 1 1 l l 3 j U a w ! J a d x 3 : 9 1 1 0 q " · O E ~
132. Above: General arrangement drawings of the HK-904 (the HK-901 was almost identical) .
133. Below: Heavy experimental semi-track HK-1601 .
73
The Third Generation
of Half-Tracked Vehicles
It appears that the Germans recognised the need for
both a fast and slow moving series in about 1942. During
that year , under the personal direction of Hitler, a
programme was launched for the introduction of a new
series of semi-tracked load-carriers and tractors. One
of the major concerns in their design was to make them
more suited to operations in Russia. Although a fairly
high degree of standardisation had been achieved in
the previous models, the substantial losses in plant and
material following Allied bombing raids necessitated
further measures. Based upon service experience and
also on knowledge gained in development of the HK
series, which was apparently being continued but on a
very much reduced scale, it was decided to produce a
new series of vehicles. The factors influencing design
were:
(a) The need for slow vehicles to tow the infantry gun.
(b) The fact that total capacity in production of needle
roller-bearing track links had been reached.
(c) The need of the German Army for greater quantities
of vehicles necessitating the overcoming of (b) and the
simplification of production.
As a result of this a dry-pin track similar to the
Panther track was produced.
The faster moving series was to be basically the
same, but higher ratio gears and needle roller-bearing
tracks would be fitted . The design of the sprockets, etc,
accommodated this interchangeability and the dry-pin
track was half the pitch of the needle roller track in
order to reduce pin diameter and wear. The redesign
of the needle roller track by extending the track pins
and mounting rollers not only made this interchange
possible but also made it possible to lubricate the
bearings during assembly. The need for further lubrica­
tion during the rest of its life was thus eliminated. It
was intended to use a steel-rimmed resilient wheel with
the dry-pin track. But work on the fast-moving series
never got off the ground.
The new low-speed tractors designated 'Wehrmacht
Schleppers' (army tractors) , were to be of simplified
design and were to correspond to demands for such
vehicles from all arms (artillery, infantry and ordnance) ,
particularly the infantry. It was intended to dispense
with the complicated technical design of previous half­
tracks.
After drastic compromise, it was agreed that two
models would be able to satisfactorily take over the
roles then being filled by semi-tracks. The first was a
Iight model-the Leichter Wehrmacht Schlepper (Le.
WS)-and the second a heavier one, the Schwerer
Wehrmacht Schlepper (S.WS). Only the latter, however,
eventually entered production. Employed on both of
these tractors were wider, all-steel, dry-pin tracks in
place of the lubricated tracks with rubber blocks.
Although these tracks reduced the overall speed, they
provided a much higher tractive effort: the track pads
gave good adhesion, especiallyOrr' hard surfaces.
.-:::
-
:.- I ~ - : ~
Apart from their engines, these vehicles were auto­
motively similar. Both had sliding-mesh 4-speed gear­
~ ~ - = : . .
boxes with transfer and Cletrac differentials. The steer­
ing and road brakes were pneumatic disc type, the latter
with self-servo. The hand brakes acted mechanicall y
on the road brakes. The suspension on the front wheels
was transverse leaf type (except for the third prototype
of the Le.WS) and that on the tracks was torsion-bar.
Production of these vehicles was scheduled to begi n
during Spring 1943.
The Le.WS
This was the lighter of the two vehicles and was an
extension of the earlier HK300 series. It was intended
that it should replace the 1-Ion half-track, in particular,
and all other light half-tracks then in service. Its design
and development was in the hands of Adler-Werke of
Frankfurt, who had been previously engaged on the
HK300 programme, and development work followed an
official order dated 7th May 1942.
This light all-purpose tractor, called the Locust, was
able to tow up to 3 tons. It was Iightly armoured
and designed in such a way as to lend itself to the
mounting of various types of weapons. The first two
prototypes were completed towards the end of 1942 and
== : I T : ~ = - ~ =
- _.­
74
: .s:e se
ali­
two
the
Nas a
::- - =: :: ;: - ( Le.
-,;:
- ;;
: 0 ' of
:: - -- =. c sin
__ _ ocks.
they
-= -- =-: { pads
a..; ;o­
gear­
- = - -e steer­
-:: -= latter
-:: - =: -"'1i cal! y
=-: -: :heels
- -:: : -n:olype
Ifas an
- :ended
- ==. -:i cular,
.esi gn
- - '0-- er e of
n the
: : .·, ed ar
- _: =_st. was
=. -,oured
two
- ?t.2 and
vere powered by Maybach HL30 4-cylinder engines
developing 95hp. Producti on was scheduled for early
943; but with the introduction of the RSO tracked lorry
Hitl er rejected this vehicle and no further development
took pl ace until 1944, when a third model appeared.
Th is, the last to be developed, was based on the
orevious HK305 and was to have had a Maybach HL42
6-cylinder engine developing 100hp and torsion-bar
suspension on both the front wheels and the track. It
was never completed.
The S.WS
This vehicle was the only one of the series to enter
production. On 27th July 1942 Hitler issued an order
for the cancellation of the 5-ton Sd.Kfz.6 vehicle and
for the turning over of production facilities for this
vehicle to the output of the SWS. The S.WS was a new,
simplified , low-speed tractor designed primarily for use
by infantry units as a supply vehicle in adverse con­
diti ons. The parent firm was Bussing NAG of Berl in­
Oberschiinweide, and Ringhiifer-Tatra assisted in pro­
c Jction. On 27th July 1942 the OKH presented
WaPruf.6 with a requirement for 7,484 of these vehicles
to be completed within the next two years. Production
was scheduled to begin during the spring of 1943 with
a monthly output of 150; but the first vehicles did not
enter service until Decery:me-r 1943, when only five were
completed. The firms assigned to producing these
veh icles were Bussing NAG and Tatra in Czechoslovakia
( the latter continuing production for some years after
the war for the Czech Army ). By Sept ember 1944 only
381 S.WS had been delivered to the army, and total
production by 1945 amounted to 1,000. The Tatra
version employed the air-cooled Tatra 111 engine.
The vehicle had a greatly simplified suspension and
dry-pin tracks. It was mainly intended as a supply
vehicle, although versions existed which had heavy
bows for canvas covers and could carry wounded men
(four stretchers, six minor casualties and two orderlies).
There was also a version with an armoured cab which,
apart from its role as a normal tractor, was used as a
platform for various weapons. It was originally intended
that the S.WS should replace the Maultier hybrid semi­
tracks which had been produced as an exped ient prior
to its introduction; but as production never reached a
satisfactory level, the Maultier remained in service for
the remainder of the war.
The tractor was normally provided with an open lorry
body. The engine was a 6·cylinder Maybach HL42
TRKMS, basically similar to and of the same rating as
the engines used in the 1- and 3-ton tractors, and it had
dry-sump forced lubrication, using a gear-type pump.
The dry double-disc clutch, type PF220K, was the same
as that used in the 1- and 3-ton tractors. The main
gearbox, type Kb40D, gave four for wa rd speeds and
one reverse speed and was of sliding-mesh, non­
synchromesh type. The auxiliary gearbox was connected
to the main one by a short propeller shaft. Two ratios
were provided. The vehicle had a conventional con­
trolled differential. The steering brakes were mounted
co-axially with the half-shafts and were pneumatically
operated. Here the road brakes were not integral with
the driving sprockets. The half·shafts drove the driving
sprockets through final reduction gears secured to each
of the main chassis members. The suspension consisted
of five pairs of double overlapping bogies, there being
three widely spaced and two narrowly spaced on each
side. The bogies were mounted on taper roller-bearings
on hubs carried on radius arms, each separately sprung
by means of a torsion-bar. The arrangement of these
differed from that on the older semi-tracked vehicles in
that the radius arms on the two sides were directed in
opposite senses, those on the left pointing forward and
those on the right trailing. Further, each torsion·bar
was arranged to be co-axial (whe'reas in the older
semi-tracks they were slightly offset) and tracks of the
same number of links were used on each side. The
dri ving sprocket consisted of two truncated cones,
united at the smaller ends and carrying toothed rings
boltea to the two outer rims. The bogies consisted of
pairs of identical shallow discs carrying solid rubber
tyres at their peripheries and were bolted to the hubs.
They were detachable without removing the hubs. The
idlers consisted of spoked wheel s, rubber blocks being
secured round their peripheries by steel clamping rings
that also acted as guides for the teeth of the tracks.
The idlers were mounted on cranked axles and the
usual track-tensioning device was used, comprising a
nut and threaded rod device incorporating a shear-bolt.
Each track consisted of fifty-five main links, each carry­
ing two spuds and two guide teeth, and an equal num­
ber of intermediate links hinged together by track pins.
The intermediate I inks were secured on the outer side
by a head and on the inner side by a circlip and pin.
The guide teeth ran between the widely-spaced bogies
but outside the narrowly-spaced ones. The track width
was 500mm (19.7in).
The front wheel steering was of the ZF Ross worm­
and-cam type, and it was connected with a pneumatic
valve for operating the track brakes when the steering
wheel had been turned through a certain angle. A new
feature was a lever on the dashboard that enabled each
track to be braked independently, allowing the vehicle
to be driven on one track only in the event of one track
slipping excessively or when removing tracks.
A winch was optional and would be incorporated only
by special request. It was driven from the auxiliary
gearbox through a propeller shaft and worm gear. The
capacity of the winch was 5 tons.
The version with an armoured cab weighed 10.5-tons
unladen and could carry up to tons. The trailer load
capacity was 8 tons. I n this version the engine, radiator
and driver's compartment were enclosed in light armour
plate. This armour was joined by welding except that of
the engine cover, which was bolted on. The armour
varied from 16mm on the front to 8mm on the sides
and roof . The body of the vehicle consisted of a flat
bed covered with steel plates and fitted with hinged
sides. A compartment of the same height as the sides
extended across the rear of the body. A seat for a gun
crew was located at the back of the cab and was
protected by an extension of the side armour. A folding
canvas top was provided. This armoured version was
not fitted with a winch.
75
9 L
0
~
I ~ :
0
I
I I
. . i i .
I
W
, 1 . . . . . 1
"34. Above left: First
prototype of the light
military tractor Le.WS.
135. Above centre: Second
prototype of the Le.wS.
136. Above right: Heavy
military tractor s.WS.
137. Below far left: General
arrangement drawings of
the projected third model
of the Le.wS.
138. Centre Left: Offside
view of s.WS.
~ 3 9 . Below left:
Three-quarter rear view
of s.wS.
~
1-.:.­
-U
I
-
~ .
I
-
:;Vi
-
-
I
\
.
'"
Q
7
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•
Wi'<kL" .- .J!r./(.<
und .. ::--
U ui ,te-w... :!4:f' • -.z:J_ : ­
G, :f: - kl". ,.'.-3 .• _-- .,
(J"J,re S; -- :---­

I ,
=-- - ­
='­
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----­ -­
3 --=
-- ­ - ... -­
--­ - -­
- ... -
- -­
- ':=. - .:
::=.. --::..
78
Maultiers (Mules)
-- -'-.. : ~ - .--­
\ J 71. .
;
I
13
/
Maultiers were medium cross-country lorries with semi­
tracked suspension systems, and they were introduced
as an expedient pending the adoption of the Wehrmacht
Schleppers (LeWS and SWS). As a result of their
experiences in Russia, the Germans felt the need for a
semi-tracked load-carrying vehicle since ordinary
wheeled transport became immobilised under certain
mud and snow conditions.
In contrast to half-tracks, which were rated by their
trailer capacity, these vehicles were classified accord­
ing to their payload. The development of a tracked
suspension conversion unit for application to ordinary
lorry chassis was therefore undertaken, this being con­
sidered the most economical means of dealing with the
problem. And although these vehicles were regarded as
improvisations, they do appear to have fulfilled a
definite requirement with reasonable success.
The original Maultier was produced by the SS Division
'Das Reich' , who fitted a Ford va lorry with the tracked
system taken from an English Carden-Loyd tractor
captured at Dunkirk. This conversion was carried out
in the field . The idea was taken further by higher
authorities, who sanctioned production of the vehicle­
including the original British running gear. The resulting
Maultiers (mul es) , as they were colloquially called,
were rated according to their payload; but wh ere
standard lorries were modified, the payload was
reduced.
The fi rst model to be adopted was the 2-ton m.gl.Lkw
(mittlerer gleisketten Lastkraftwagen 2t, or medium
tracked lorry, 2-ton). which was used in both North
Africa and Russia. In vehicle establishments of certain
anti-tank unit s it replaced some of the light semi-tracked
H-ton vehicles (Sd.Kfz.1 0) and ammunition trailers
( Sd.Ah.31), probably because of its increased payload
capacity without considerable sacrifice in cross-country
per formance.
The payload of these vericles was reduced from
3 tons in the 4-wheeled version to 2 tons due to the
weight of the track unit and the fact that the vehicle
was not well suited for load-carrying purposes. All semi-
tracked lorries (2 tons) were classified as Sd.Kfz.3.
Basic vehicles converted were the 3-ton model s by Opel ,
Ford and Magirus (Klockner-Humboldt-Deutz) . In 1942
the Opel model was the first to be developed, and the
Ford and KHD models went into production during
December 1942. Ford vehicles were classified as
V3000S/SSM (m.gI.Lkw.2t Maultier Ford , Sd.Kfz.3b ),
those by KHD as S3000/ SSM (m.gI.Lkw.2t Maultier
KHD, Sd.Kfz.3c), and those by Opel as 3.6-36S/SSM
(m.gl.Lkw. 2t Maultier Opel , Sd.Kfz.3a) . Other 3-ton
tracked lorries employed were the Klockner 3-ton tracked
lorry type 33G1, the Henschel 3-ton tracked I'orry type
33D1 and the Mercedes-Benz 3-ton tracked lorry type
LGF3000.
The Ford vehicles were built by the factory in Cologne
and also in Amsterdam and Asnieres, France. (Ford
assembled 1,000 Maultier half-track conversions to their
lorries at Asnieres). The Opel-Blitz version was built
at Opel's Brandenburg/ Havel plant. In ali , Opel built
4,000 chassis (excl uding 300 chassis for the Panzer­
werler 42) , Ford 13,952 and Kl ockner-Humboldt-Deutz
2,500. The best of these were the diesel-engined KHD
and the Opel-Blitz models, but they were few in number.
All production models were fitted with the SSM track
system, although experiments were carried out with
var ious types of suspension. The SSM track system was
a suspension unit of Carden-Loyd type designed by the
Wallen-SS, using an ali-steel dry-pin track similar to
that of the Pz.Kpfw.1 light tank. It could be built on to
the standard 3-ton lorry by removing the rear wheels and
associated parts and fitting a shortened propeller shaft.
Apart from the basic open load-carrying versi on, an
ambulance version was introduced (designated Sd.Kfz.
3/ 4) and also a box-body version for general use. The
most numerous models were those by Ford and Opel.
They were not very highly regarded, however, because
of their high-speed petrol engines, which proved un­
sui table for semi-tracked vehicles. The KHD version, with
its low-speed Deutz diesel , was much more successful
but was avai lable only in relatively small numbers. Only
the Ford model was retained in the 1944 von Schell
79
Programme, and production of even this vehicle was
terminated in May of that year.
A second Maultier class appeared during 1943, based
on the Mercedes-Benz L4500R lorry and having a
payload capacity. It was introduced as a stop-gap
following a decision to discontinue production of the
5-ton Sd.Kfz.6, and pending the introduction of the
S.WS (sometimes written as SWS) . Even so, it was
retained in the 1944 programme. It was designated
m.gI.Lkw. offen Maultier (mittlerer gleisketten Last­
kraftwagen ( Later, the 'rr, was changed to 's' for
'schweres' .) The Sd.Kfz. number of this vehicle was
originall y 4, but during the later reclassification it
received the new designation Sd.Kfz.3/ 5 (the vehicle
now being called the L4500S ).
The suspension of this vehicle differed from that used
on the 2-ton Maultier , closely resembling that on the
Pz.Kpfw.11 light tank. There were five bogie wheels on
each side, each mounted on one arm of a bell-crank
lever-the other arm carrying a quarter-elliptic leaf
spring which bore against a stop at its other end. There
were three small unevenly-spaced return rollers. The
front driving sprocket and idler were somewhat smaller
than those on the Pz.Kpfw.ll. The front wheels were
steered by a steering wheel in the normal manner.
Track braking was effected by separate hand levers.
The weight of the vehicle was about 8.2 tons empty,
and the payload capacity was 4.5 tons . A recovery
version also existed.
In all , 1,480 of the 4;-ton model were built at the
Daimler-Benz factory at Gaggenau.
2-ton Sd.Kfz.3
In the Opel version the chassis, body and engine were
those of the normal Opel 3.6-36S 3-ton lorry (4 X 2).
The drive was taken in the normal way from the clutch
and gearbox by a propeller shaft that had been
shortened so that the differential lay under the rear of
the driving cab. From the differential , the drive was
taken by half-shafts, through brakes, to the sprockets.
The rear brakes were located just inside the sprockets
and were operated hydraulically, together with the front
brakes, by the footbrake. There were two hand brake
levers mounted one on each side of the gearbox casing,
each operating by cable the rear brake on that side.
The track system was very similar to the Horstmann
slow-motion track used on British carriers and had
certain features in common with those of the old British
light tank Mk. VI. The dri ving sprocket was ring-mounted
on the chassis frame; and the idler wheel was at
rear . The bogie wheels were mounted in pairs in two
bogie brackets, each of whi ch also carried one of the
two return rollers. In each bogie bracket assembl y the
Inner bogie wheel and the return roller were carried in
forks that formed two arms of a T-shaped bracket , and
the third arm was the bearing by which the assembly
was carried on the auxiliary frame. Just below the bear­
ing was pivoted the secondary fork carrying the second
bogie wheel unit. Between cups on the end of the
secondary fork and extensions on the T-shaped bracket,
just below the return roller , were twin 'chatter' springs
mounted on guide rods. These springs controlled the
relative movements of the two bogies in that bogie
assembly. Bogies and return rollers were rubber-tyred.
The track consisted of all-metal links, each link
having two tongues between which the bogie wheels
passed. The idler wheel was mounted at the centre of
an arm which was pivoted at the top and bolted at its
lower end to one of several holes in a quadrant on an
auxiliary frame.
The track system was mounted beneath the chassis
frame on a bed-shaped auxil iary frame consisting of
tubular side- and cross-members. The two centre cross­
members formed the axles upon which the bogie bracket
assemblies were mounted, and the rear cross-members
supported the idler wheel.
The Ford 2-ton Maultier V3000S/ SSM (Sd.Kfz.3b) had
a Ford (side-valve) petrol V8 engine developing 95hp.
The transmission was Ford sliding mesh. Apart from
slight dimensional variations. the vehicle was otherwise
automotively similar to the Opel vehicle.
The KH:J 2-ton Maultier S3000/SSM (Sd. Kfz.3c) had
a Deutz KH-D diesel 4-cylinder engine developing 80hp.
The transmission was ZF sliding mesh . The vehicle was
otherwise automotively similar to the previous types.
The Mercedes-Benz Maultier (Sd.Kfz.3/5) had
a Mercedes-Benz diesel 6-cylinder developing 112hp.
The transmission was ZF sliding mesh and there were
other slight differences in automotive layout.
Maultier Production was as follows:
1942 1943 1944 Total
3-ton model 1,635 13,000 7,310 21,945
model 594 886 1,480
143. Above right: Opel 3.6-36S/SSM 2-ton Maultier,
Sd.Kfz.3a.
<44. Centre right: Chassis of Opel Maultier (Sd.Kfz.3a).
-:45. Below right: Drawing showing the tracked Maultier
system as fitted to the 3-ton conversions.
80
,
_ : - :=. : bogie
= - _= _er-tyred.
c::
link
:: : ;" wheels
E_ - 7 : entre of
_ : ::9 at its
__ =- : -::. : on an
. hassis
:: - 3 sti ng of
: 7-- ' 8 cross­
_=_:; =, oracket
_ .-oo- -embers
-:: :;b) had
- _=::: -;; 95hp.
_.-= from
=
-: :;.:; ) had
:: -;; 80hp .
" .:; Ie was
_ :: _-0 :', :)es.
:: - -:: :: 5 ) had
-=_.::._=_­_;__ 12hp.
= " were
Total
21 ,945
1,480
'..
__